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MINISTRY OF TRANSPORT
National road safety commission
ROAD TRAFFIC CRASHES IN GHANA
[FINAL REPORT]
DECEMBER, 2017
FUNDED BY
GHANA ROAD FUND SECRETARIAT
COUNCIL FOR SCIENTIFIC & INDUSTRIAL RESEARCH
BUILDING & ROAD RESEARCH INSTITUTE (BRRI)
UPO Box 40, Kumasi, Tel: 0322060064-66; Fax 233-60080; E-mail: [email protected]
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TABLE OF CONTENTS
Page
LIST OF FIGURES … … … … vi
ACKNOWLEDGEMENT AND NOTES AND DEFINITIONS … vii
EXECUTIVE SUMMARY … … … … 1 1.0 THE NATIONAL ROAD TRAFFIC CRASH AND
CASUALTY SITUATION … … … 29 1.1 Changes in National Traffic Fatality Indices … 30 1.2 National Trends in Traffic Crashes and Casualties … 30 1.3 Trends in Fatalities … … … 31
1.3.1 Annual Distribution of Fatalities by Road Environment … … … 31
1.3.2 Annual Distribution of Fatalities by Road User Class … … … 31
1.3.3 Annual Distribution of Urban Fatalities by Road User Class … … … 32
1.3.4 Annual Distribution of Non-Urban Fatalities by Road User Class … … … 32
1.3.5 Annual Distribution of Fatalities by Age Group … 33 1.3.6 Annual Distribution of Fatalities by Sex … 33 1.4 Trends in Casualties … … … 34
1.4.1 Annual Distribution of Casualties by Road User Class … … … 34
1.4.2 Annual Distribution of Urban Casualties by Road User Class … … … 34
1.4.3 Annual Distribution of Non-Urban Casualties by Road User Class … … … 35
1.4.4 Annual Distribution of Casualties by Age Group… 35 1.4.5 Annual Distribution of Casualties by Road
Environment … … … 36 1.4.6 Annual Distribution of Casualties by Sex … 36 1.5 Vehicle Type Involved in Accidents … … 36 2.0 THE REGIONAL ROAD CRASH AND CASUALTY
SITUATION … … … … 37 2.1 Trends in Accidents by Region … … 38 2.2 Trends in All Fatal Accidents by Region … … 38 2.3 Annual Distribution of Traffic Fatalities by Region … 39 2.4 Annual Distribution of Traffic Casualties by Region … 39 2.5 Trends in Road Accidents and Casualties (1991-2016)… 40 2.5.1 Ashanti Region … … … 40 2.5.2 Brong-Ahafo Region … … 40 2.5.3 Central Region … … … 41 2.5.4 Eastern Region … … … 41
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2.5.5 Greater-Accra Region … … 42 2.5.6 Northern Region … … … 42 2.5.7 Upper East Region … … … 43 2.5.8 Upper West Region … … … 43 2.5.9 Volta Region … … … 44 2.5.10 Western Region … … … 44 3.0 NATIONAL ROAD TRAFFIC CASUALTY CHARACTERISTICS
(2016, 2015, 2011, 2001) … … … 45 3.1 Collision Type Resulting in Deaths and Injuries … 46 3.2 Location of Accidents Resulting in Deaths and Injuries… 47 3.3 Road User Class Involved in Deaths and Injuries … 48 3.4 Action of Pedestrian Associated with Deaths and
Injuries … … … … 49 3.5 Age of Persons Killed or Injured in Crashes … 50
3.6 Types of Vehicle Involved in Fatal and Non-Fatal Crashes … … … … 51
3.7 Month During Which Persons Were Killed or Injured In Crashes … … … … 52
3.8 Day of Occurrence of Crashes … … 53 3.9 Hour of Occurrence of Crashes … … 54 3.10 Driver Error Associated with Deaths and Injuries … 55 3.11 Road Description Prevailing in Crashes… … 56 3.12 Weather Conditions Prevailing During Crashes … 57 3.13 Light Conditions Prevailing During Crashes … 58 4.0 REGIONAL DISTRIBUTION OF CRASHES AND CASUALTIES
(2016, 2015, 2011, 2001) … … … 59 4.1 Crashes and Casualty Distribution by Region … 60 4.2 The Nature and Consequences of Road Traffic Crashes
In the Regions – 2016, 2015, 2011, 2001: … 4.2.1 Ashanti Region … … … 61 4.2.2 Brong-Ahafo Region … … 62 4.2.3 Central Region … … … 63 4.2.4 Eastern Region … … … 64 4.2.5 Greater-Accra Region … … 65 4.2.6 Northern Region … … … 66 4.2.7 Upper East Region … … … 67 4.2.8 Upper West Region … … … 68 4.2.9 Volta Region … … … 69 4.2.10 Western Region … … … 70
4.3 Road User Class by Casualty Severity and Fatality Index In the Regions – 2016, 2015, 2011, 2001:
4.3.1 Ashanti Region … … … 71 4.3.2 Brong-Ahafo Region … … 72 4.3.3 Central Region … … … 73 4.3.4 Eastern Region … … … 74 4.3.5 Greater-Accra Region … … 75 4.3.6 Northern Region … … … 76
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4.3.7 Upper East Region … … … 77 4.3.8 Upper West Region … … … 78
4.3.9 Volta Region … … … 79 4.3.10 Western Region … … … 80 5.0 ROAD CRASHES AND CASUALTIES IN THE FIVE MAJOR
CITIES (2016, 2015, 2011, 2001) … … … 81 5.1 Crashes and Casualties by Severity by City… … 82 5.2 Fatalities by Road User by City … … 83 5.3 Casualties Distribution by User Class Road User by
City … … … … 84 6.0 FURTHER ANALYSIS BY SELECTED REGIONS (DISTRICT
TRENDS AND TOP TWENTY (20) SITES BY CRASH FREQUENCY) … … … … 85 6.1 Greater-Accra Region
6.1.1 Location Type by Environment; Collision Type by Environment and Crash Severity by Type of Vehicle (2015) … … … 86
6.1.2 District Trend of Fatalities and Injuries: 2011, 2015 and 2016 … … … 87
6.1.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (AMA; Ga; Tema; Dangme East and Dangme West Districts) … … 88
6.1.4 Top Twenty Sites by Crash Frequency (2016) 89 6.2 Western Region
6.2.1 Location Type by Environment; Collision Type by Environment and Crash Severity by Type of Vehicle (2016) … … … 90
6.2.2 District Trend of Fatalities and Injuries: 2011, 2015 and 2016 … … … 91
6.2.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (ShamaAhanta; Wassa West; Sefwi- Wiawso; Bibiani-Anhwiaso-Bekwai and Aowin- Suaman Districts) … … … 92
6.2.4 Top Twenty Sites by Crash Frequency (2016) 93 6.3 Central Region
6.3.1 Location Type by Environment; Collision Type by Environment and Crash Severity by Type of Vehicle (2016) … … … 94
6.3.2 District Trend of Fatalities and Injuries: 2011, 2015 and 2016 … … … 95
6.3.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (Cape Coast; Mfantsiman; Awutu-Efutu- Senya; Agona and Assin Districts)… … 96
6.3.4 Top Twenty Sites by Crash Frequency (2016) 97 6.3 Eastern Region
6.4.1 Location Type by Environment; Collision Type by
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Environment and Crash Severity by Type of Vehicle (2016) … … … 98
6.4.2 District Trend of Fatalities and Injuries: 2011, 2015 and 2016 … … … 99
6.4.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (East Akim; Suhum-Kraboa-Coaltar; Akwapim South; Kwahu South and New Juaben Districts)… … … … 100
6.4.4 Top Twenty Sites by Crash Frequency (2016) 101 6.5 Volta Region
6.5.1 Location Type by Environment; Collision Type by Environment and Crash Severity by Type of Vehicle (2016) … … … 102
6.5.2 District Trend of Fatalities and Injuries: 2011, 2015 and 2016 … … … 103
6.5.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (Ho; Keta; South Tongu; Akatsi and Kpando Districts) … … … 104
6.5.4 Top Twenty Sites by Crash Frequency (2016) 105 6.6 Ashanti Region 6.6.1 Location Type by Environment; Collision Type by
Environment and Crash Severity by Type of Vehicle (2015) … … … 106
6.6.2 District Trend of Fatalities and Injuries: 2011, 2015 and 2016 … … … 107
6.6.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (KMA; Atwima; Asante Akim North; Kwabre; Offinso Districts) … … … 108
6.6.4 Top Twenty Sites by Crash Frequency (2016) 109 6.7 Brong-Ahafo Region 6.7.1 Location Type by Environment; Collision Type by
Environment and Crash Severity by Type of Vehicle (2016) … … … 110
6.7.2 District Trend of Fatalities and Injuries: 2011, 2015 and 2016 … … … 111
6.7.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (Sunyani Municipality; Berekum; Kintampo; Dormaa; Techiman Districts) … … 112
6.7.4 Top Twenty Sites by Crash Frequency (2016) 113 6.8 Northern Region
6.8.1 Location Type by Environment; Collision Type by Environment and Crash Severity by Type of Vehicle (2016) … … … 114
6.8.2 District Trend of Fatalities and Injuries: 2011, 2015 and 2016 … … … 115
6.8.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (Tamale Municipality; Bole; Yendi; Savelugu- Nanton; East Gonja Districts) … … 116
6.8.4 Top Twenty Sites by Crash Frequency (2016) 117
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6.9 Upper East Region 6.9.1 Location Type by Environment; Collision Type by
Environment and Crash Severity by Type of Vehicle (2016) … … … 118
6.9.2 District Trend of Fatalities and Injuries: 2011, 2015 and 2016 … … … 119
6.9.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (Bolga; Builsa; Kassena-Nankana; Bawku West; Bawku West Districts) … … 120
6.9.4 Top Twenty Sites by Crash Frequency (2016) 121 6.10 Upper West Region 6.10.1 Location Type by Environment; Collision Type by
Environment and Crash Severity by Type of Vehicle (2016) … … … 122
6.10.2 District Trend of Fatalities and Injuries: 2011, 2015 and 2016 … … … 123
6.10.3 Class of People Killed or Injured in Road Traffic Crashes In 2016 (Wa Metro; Nadowli; Sissala; Jirapa- Lambussie; Lawra Districts) … … 124
6.10.4 Top Twenty Sites by Crash Frequency (2016) 125 7.0 DISTRIBUTION OF CRASHES AND CASUALTIES ON
SELECTED MAJOR HIGHWAYS (2008-2016) … … 126
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LIST OF FIGURES
Figure Page
1 General Trend in Traffic Crashes Fatalities, Population and Registered Vehicles (1991-2016) … … 8
2a Fatality Trends (1991-2016) … … … 9 2b Fatalities Trends (2001-2016)… … … 9 2c Changes in Fatalities by Road Environment … 10 3 Trends in Traffic Crash Fatality Indices … … 12 4 Annual Distribution of Fatalities by Region … 17 5 Fatalities by Class of Road User … … 18
6 Fatalities (%) by Road User Class in Urban Areas (1998-2016) … … … 19
7 Fatalities (%) by Road User Class in Non-Urban Areas (1998-2016) … … … 20 8 Annual Distribution of Fatalities by Road User Age Group 23
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ACKNOWLEDGEMENT
This crash statistics report is based on data retrieved from police files by kind
courtesy of the Ghana Police Service. The report was prepared for the National Road
Safety Commission (NRSC) of the Ministry of Transport (MoT), Accra with financial
assistance from the Ghana Road Fund Secretariat.
NOTES AND DEFINITIONS
Definitions
Traffic Crash: Crash resulting in injury, death or property damage and which
involves at least one vehicle on a public road. Casualty: Any traffic crash victim injured or killed within 30 days of the
crash. Thus the crash is the event whilst the casualty is the individual crash victim.
Crash Severity: Severity of the most seriously injured casualty. Fatal Crash: Crash in which, at least, one casualty dies of injuries sustained
within 30 days of occurrence of the crash. Serious Injury Crash: Crash in which, at least, one person is detained in hospital as an
in-patient for more than 24 hours. Minor or Slight Injury Crash: Crash in which the most severe injury sustained by a casualty is
only minor, requiring at most first-aid attention. Damage-only Crash: Crash which results only in vehicle or other material damage. Urban: City or municipal area characterized by a concentration of
residential, commercial and industrial buildings and activities. Non-urban: Areas not falling under the definition of urban.
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Junction: Any place at which two or more roads meet, whatever the angle of intersection and parts of such roads lying within 25 meters of that place.
Between-table Differences in Totals
Tables 1.1 and 1.2 of the report provide absolute totals of crashes, casualties and
fatalities for the years 1991 to 2016. Subsequent breakdown and analysis of these
figures by casualty class and details, vehicle details and attendant circumstances
produce varying totals which may be less than the original totals, due to incomplete
details.
Also, totals for types of casualty or types of vehicles involved vary slightly from table
to table. These apparent discrepancies are due to occasional incomplete reporting
of the relevant crash details. The general relationships between the various sub-
totals in the detailed tables are however not materially affected. This observation
holds true also for the regional level analysis.
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EXECUTIVE SUMMARY
This report presents the characteristics of police reported road traffic crashes and the
resulting casualties which occurred in Ghana during the period 1991-2016, and in
particular for the year 2016. In-depth analysis of the crash data for the year 2016 has
been carried out and compared with the previous year, 2015, as well as the year 2001
when the first National Road Safety Strategy (NRSS I) was developed and then also with
the year 2011 when the UN Decade of Action on road safety began. Average proportions
have also been established for the most recent three years (i.e. 2014 - 2016) for the
distribution of casualties and fatalities by age, road user class, road environment and
gender to reflect the current crash situations. The statistics further highlight the long term
trends in fatality rates, regional distribution of crashes and casualties, road user groups
at risk and some key attributes of the crash such as month, day and hour of occurrence
as well as the weather, lighting and road conditions prevailing at the time of the crashes.
The report further focuses on areas that need to be targeted in order to achieve
reduction in road traffic crashes in Ghana.
The crash statistics in 2016 represents an unacceptable increase of 15.6% in fatalities
(resulting in 2084 traffic deaths) as against a reduction of 11.7% in crashes over the
2015 figures. Relative to the year 2011 when the UN Decade of Action on Road Safety
began, the 2016 figures have seen a drop of -5.2% in fatalities and -22.8% in casualties.
For the third time running, the Traffic System Risk (TSR) index has hit the single digit
mark at 9.2 fatalities/10,000 vehicles.
Compared to the previous year (2015), there was a general annual increase in fatal
crashes by 7.6% in 2016. At the regional level, however, the Northern region recorded
the highest percentage increase in fatal crashes by 34.9%, followed by the Volta region
(34.5%), Eastern (30.4%), Brong-Ahafo (26.1%), Upper East (20.5%), Central (18.8%),
Ashanti (11.3%) and Western (3.7%). Reductions in fatal crashes were however
recorded in the Greater Accra (-22.1%) and Upper West region (-2.5%).
In the year 2016, the Ashanti region recorded the highest number of fatalities, totalling
403 deaths which represented 19.3% of all fatalities in Ghana. This was followed by
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Greater Accra region (367deaths; 17.6%), Brong Ahafo (299 deaths; 14.3%), Eastern
(293 deaths; 14.1%), and Central (213 deaths; 10.2%). These five regions together
contributed over three-quarters (75.5%) of all the road traffic fatalities in Ghana. It must
be mentioned that Greater Accra region dropped to the second highest region in 2016
after recording some reductions in fatalities. The worsening traffic safety situation in the
Ashanti, Brong Ahafo, Eastern and Central regions may, in part be attributed to the
relaxation of traffic enforcement, being an election year.
The road user class with the highest share of fatalities continues to be pedestrians
(39.5%), followed by motorcycle users (20.9%) and then bus occupants (17.5%). The
crash statistics show that the pedestrian fatality share once again fell below the 40%
mark resulting in an annual reduction of -0.84% in pedestrian fatalities. This is in sharp
contrast to the annual increase of 58.9% for bus occupant fatalities. Safety measures for
pedestrians should be sustained whiles those for Bus occupants should be refocused
and stepped up to stem the situation.
Motorcycle users also stand the greatest risk of death in traffic, registering the second
highest road traffic fatalities (20.9%) after pedestrians, thus overtaking fatalities among
bus occupants (17.5%) and car occupants (10.3%). There was 35.3% increase in
motorcyclists fatalities in 2016, indicating a further upward trend which must be reversed.
Non-urban sections of the road networks recorded 60.0% of all the road traffic fatalities
while the remaining 40% were on the urban road networks. Upward trends in fatalities
have been experienced on both road sections. Whereas, there was an annual increase
of 12.4% in fatalities on the urban road sections, an increase of 17.9% in fatalities was
with the non-urban road networks in 2016.The impact of the speed humps on fatality
reductions on the highways needs further investigations.
Again, the month of December recorded the highest monthly fatalities, for the third year
running. Gauged against the national population pattern, males are over-represented
(74.7%) in road traffic fatalities and that the 26-35 years age-group continues to be the
modal age group in the fatality statistics. It could be posited that married working males
are the most at-risk group in traffic.
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It is recommended that the Ashanti, Greater Accra, Brong Ahafo, Eastern and Central
regions together with pedestrians and unsafe use of motorcycles be targeted for safety
improvements to reduce the high spate of traffic deaths in Ghana. To improve pedestrian
safety in the non-urbanized sections on the major highways, implementation of traffic
calming measures should be intensified along the trunk roads in settlement areas to
reduce vehicular speeds for the through-traffic. In this connection, the efforts by the
Ghana Highway Authority to by-pass major settlements located on the National Highway
System, so as to reduce the high incidence of pedestrian – vehicular conflicts on the
highways is commendable. The National Road Safety Commission (NRSC) should
initiate steps to evaluate the performance of the various speed calming measures to
establish the most cost effective measures for adoption. The Commission should
continue to adopt the integrated approach to road safety management to have maximum
effect in reducing crashes on the roads in Ghana. For example, the NRSC should
continue to team up with the police for the enforcement of seat-belt wearing by car
occupants, crash helmet wearing by motorcycle users and against drunk-driving.
Concerted efforts should also be directed at the identification and treatment of
blackspots on the major highways. In-depth research is needed to understand the
current road safety challenges facing the Ashanti and Greater Accra regions and for
motorcycle safety.
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NARRATION TO THE STATISTICS
1.0 Introduction
This annual report on Road Traffic Crashes in Ghana, Statistics 2016, is the sixteenth in
a series of annual reports prepared for the National Road Safety Commission (NRSC) of
the Ministry of Transport (MoT), Accra, by the Building and Road Research Institute
(BRRI) of the Council for Scientific and Industrial Research (CSIR) with funding from the
Ghana Road Fund Secretariat, Accra.
According to the World Health Organisation (WHO), nearly 1.3 million persons are killed
annually and an additional 30-50 million are injured in road traffic crashes worldwide.
About 90% of traffic deaths occur in low and middle income countries which own just
about 20% of the world’s vehicles. This report presents the essential characteristics of
police reported road traffic crashes (accidents) and the resulting casualties which
occurred in Ghana during the period 1991-2016. A detailed review of the crash data for
the year 2016 has been presented and compared with the preceding year, 2015, as well
as the base year 2001 of the National Road Safety Strategy I (NRSS, 2001) and also to
year 2011, the base year for the UN Decade of Action on road safety. The 2016 statistics
attempt to highlight long term trends in the data, regional distribution of
crashes/casualties, road user groups at risk and identify some hazardous locations of
these crashes on the highway networks. The report also outlines focus areas that need
to be targeted if the country is to achieve a continuous reduction in road traffic fatalities.
The data presented in this report is compiled from police files using a standard crash
reporting form. This form contains information about the nature of the crash, the location,
the vehicle(s) and casualties involved in the crashes. In general, each police crash report
further contains information from some surviving crash victims, witnesses, and a report
by vehicle examiners from the Driver and Vehicle Licensing Authority (DVLA), a sketch
of the crash, post mortem report(s) from the hospital in the case of fatal crashes and a
general report by the investigator summarising the facts surrounding the crash. Most of
the information are then coded and stored in computers at the CSIR-BRRI using the
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Micro-computer Accident Analysis Package (MAAP, windows version) software
developed by the Transport Research Laboratory (TRL), UK, for storage and further
analysis. The 2016 statistics report provides important information on road traffic crashes
in the country, which gives a better understanding of the extent of the current road safety
problem. It is however important to note that the crash database is subject to some
measure of under-reporting which includes both non-reporting and under-recording
(shortfalls in recovery).
1.1 Crashes and Casualties
1.1.1 The Cumulative Figures
Tables 1.1 and 1.2 present the breakdown of the crash and casualty statistics from 1991-
2016. A cumulative total of 260,446 crashes involving 408,002 vehicles were recorded
during the period spanning over two and half decades. Injury crashes formed 63.2% of
all crashes and produced a casualty toll of 354,424 in the following categories:
Killed = 41,867(11.8%)
Seriously Injured = 128,208(36.2%), and
Minor (slight) Injuries = 184,349(52.0%)
Over the study period (1991-2016), the estimated national population has grown by
85.0% whilst the estimated population of registered vehicles increased by 1608% taking
into account annual vehicle write-off. These growth trends are illustrated by the line
graphs in Figure 1.
1.2 The Trends
1.2.1 General Trends in Crashes, Fatalities, Population and Registered
Vehicles
The number of road traffic crashes in 2016 (i.e. 8,651) represents a reduction of 11.7%
over the 2015 figure, and also a decrease of -20.5% over the 2011 figure and also a
decrease of -23.4% over the 2001 figure. The number of fatal crashes in 2016, however,
saw an increase of 7.6% over the 2015 figure but a decrease of -1.7% over the 2011
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figure. For fatalities, there was an increase 15.6% in 2016 when compared to 2015 but a
decrease of -5.2% when compared with the 2011 figure. In terms of casualties, an
increase of 1.3% in the overall number of casualties in 2016 compared with 2015 and a
decrease of -22.8% when compared with 2011. Generally, since the UN Decade of
Action on road safety began in 2011, there has been a general improvement in road
safety in Ghana but far removed from the UN target of 50% reduction. This is exemplified
by the 2016 figures when compared to those in 2011 which showed decreases of -5.2%
in fatalities; -1.7% in fatal crashes; -22.8% in casualties and -7.5% in serious injuries.
Though the National Road Safety Strategies I & II did not practically reverse the
increasing fatality trends as illustrated in Figures 2a and 2b, there are however positive
indications that the new road safety strategy, NRSC III (2011 - 2020), is contributing to
the lowering of the annual fatality rate. The rate of reduction is seriously below the
expectations of the target set under the Strategy III, which is to halt the increasing trends
in road traffic fatalities and injuries by the year 2015 and thereafter reduce it by 50% by
the end of 2020. It is worthy to note that in the sixth year of implementation of the
strategic plan, the fatality figure of 2,084 recorded in 2016 happened to be the highest
since year 2013 which is of great concern to the tremendous decreases in all the road
safety indicators from 2011 to 2015. Strenuous steps and concerted efforts should be
taken by the road safety stakeholders to get the fatality reduction target in line.
The road environment provides a crucial backdrop to the fatality growth rates in the
country. As shown in Figure 2c, fatalities on roads in urban or built-up areas registered
an increase of 12.4% from year 2015 to year 2016 and, on the non-urban roads (mostly
on trunk roads), there was also a fatality increase of 17.9% from year 2015 to year 2016
and which contributed significantly to the overall increase of 15.6% for the year 2016.
There was a sharp reverse in the reducing trend in road traffic fatalities on the non-urban
sections of the road networks in 2016 which must be stopped. To this end, the impact of
the speed humps on fatality on the highways needs further investigations.
Currently, the split of fatalities between urban and non-urban areas is in the ratio 1:1.5
indicating that about 50% more road deaths occur on the non-urban road facilities than
on the urban roads (see Table 1.3.1). As far as the fatality statistics are concerned, it is
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important that improvements in the safety of non-urban road facilities are still targeted in
a special way since these accounted for over 60% of all road traffic fatalities in 2016.
Programmes should be instituted by NRSC and Ghana Highway Authority (GHA) to
identify and treat all the critical accident blackspots on the non-urban sections of the
highway network giving special attention to critical hazardous locations with high
incidences of fatal and serious crashes. Furthermore, NRSC should also institute 'Road
Safety Inspections' of the National (N) highways to help correct critical deficiencies and
bottlenecks on the N road networks. Rigorous safety auditing must be pursued for all
current major highway projects, with the public demanding high standard traffic safety on
the highway network to bring down the fatalities in Ghana. In the same manner, the
NRSC and the Department of Urban Roads (DUR) should continue to collaborate to
reduce crashes and injuries on the urban road networks which recorded an increase of
11.9 % in fatalities in 2016 over year 2015.
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Figure 1: General Trend in Traffic Crashes, Fatalities, Population and Registered Vehicles (1991-2016)
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Figure 2a: Fatality Trends (1991-2016)
Figure 2b: Fatalities Trends (2001-2016)
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Figure 2c: Changes in Fatalities by Road Environment
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1.2.2Trends in Fatality Indices
Figure 3 is a graphical illustration of the time series changes in the key fatality indices
shown in Table 1.1. These indices are required for characterization and comparison of
the extent and risks of traffic fatality between different entities in time.
By definition, the Traffic System Risk indicator (i.e. fatalities/10,000 vehicles) is
supposed to reflect the risk of fatality associated with vehicular transport in the country.
The Traffic Systems Risk has generally been on the decline. It declined rapidly between
1991 and 1997 and subsequently slowed down but with significant changes from 29.2
fatalities/10,000vehicles in 2001 to lowest of 9.2 fatalities/10,000 vehicles in 2016. Traffic
System Risk increased by 5.2% in the current year over 2015. For the second time
running, the Traffic System Risk has hit the single digit mark (9.2 fatalities/10,000
vehicles).
Changes in the index of the Public Health Risk (PHR) of road traffic crashes however
give cause for concern. Since 2001, there has generally been a gradual upward trend
but a marginal down turn began in 2012 as shown in Figure 3. Although, the 7.6
fatalities/100,000 inhabitants in 2016 is relatively low by international standards, it still
points to the fact that more people as a proportion of the population are being killed
through road crashes. It means the public health significance of road traffic crashes
should serve as a trigger for early action to forestall a serious national health problem.
Trends for other risk indicators such as fatalities per 100 casualties and fatalities per 100
crashes have generally been on the rise, buttressing the point that crash outcomes have
aggravated considerably. There have been an increase between 2011 and 2016, where
fatalities per 100 casualties increased from 13.6 to 16.6 and fatalities per 100 crashes
also increased from 20.2 to 24.1 over the period.
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Figure 3: Trends in Traffic Crash Fatality Indices
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1.3 Regional Distribution of Crashes and Casualties
Table 2.1 presents the distribution of crashes by region. The table shows that the
number of road traffic crashes occurring in the Greater-Accra region as a proportion of
the national total for the most recent three year period (2014-2016) is by far the largest
(40.4%). The next highest proportion (16.6%) was recorded by the Ashanti region which
is less than one-half that of the Greater-Accra Region. The Eastern (10.6%), Central (9.3
%) and Western (6.4%) regions follow Greater-Accra and Ashanti regions in that order.
The regional rank order when considering fatal crashes during the three year period
2014-2016 remains nearly the same (see Table 2.2). We still have Greater- Accra region
being first with 24.2% followed by Ashanti region (19.3%), Eastern (12.2%), Brong-Ahafo
(9.9%) and Central (9.8%). However, in 2016, the highest number of fatal crashes
occurred in Ashanti region (345; 20.2%), followed by Greater Accraregion (342; 20.0%),
Eastern (236; 13.8%) and then Brong-Ahafo (179: 10.5%) and then Central region (177;
10.4%). Together, the five regions accounted for nearly three-quarters (74.9%) of all the
fatal crashes in Ghana.
From year 2015 to 2016, eight (8) regions recorded increases in fatal crashes. Northern
region recorded the highest percentage increase of 34.9% followed by Volta region
(34.5%), Eastern region (30.4%), Brong-Ahafo (26.1%), Upper East (20.5%), Central
(18.8%), Ashanti region (11.3%) and Western (3.7%). Reductions in fatal crashes were
however recorded in the Greater Accra (-22.1%) and Upper West region (-2.5%). Further
critical research may be needed to fully understand the high increase in fatal crashes in
these eight regions.
The changes between 2011 and 2016 are of particular interest since these reflected the
attainment or otherwise of the road safety strategic target for the UN Decade of Action
on road safety. In this respect, four (4) regions Northern region (30.8%), Eastern
(14.0%), Volta (13.6%) and Central (8.6%) recorded an increase in fatal crashes
between 2011 and 2016, whilst the remaining 6 regions recorded reductions in fatal
crashes ranging from about -6% in Ashanti region through -12.4% in Western region to -
18.5% in Brong Ahafo region (see Table 2.2). Northern, Eastern, Volta and Central
regions must be targeted for fatal crash reduction.
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Table 2.3 presents the distribution of road traffic fatalities among the regions. During the
year 2016, the highest regional number of road traffic fatalities of 403 deaths,
representing 19.3%, were recorded in Ashanti region followed by Greater Accra region
(367 deaths; 17.6%), Brong Ahafo region (299 deaths;914.3%), Eastern Region (293
deaths; 14.1%) and Central region (213 deaths;10.2%). These five regions alone
contributed slightly over 75% of all the road traffic fatalities in Ghana. It should be noted
that Ashanti region has overtaken Greater Accra region again to be the leading worst
region, in terms of regional fatalities in Ghana. It should however be noted that the Brong
Ahafo region has once again overtaken Eastern and Central regions as the third worst
region in Ghana. This may partly be attributed to the lax in road safety enforcement in
recent times in all these six regions.
Compared with the 2015 records, in year 2016, fatality increases were recorded in nine
9) regions, namely Brong Ahafo (75.9%), Eastern region (48.7), Northern region (42.5%),
Volta (20.9%), Central (15.1%), Ashanti (14.5%), Upper East (10.8), Upper West (7.5%)
and Western region (1.8%). During the same period reduction in fatalities was recorded
only in the Greater Accra region (-19.9%).
When comparing the proportions of all casualties (see Table 2.4) for each region with
their share of traffic fatalities, it becomes apparent that most casualties recorded in the
Greater-Accra Region are non-fatal. During the period 2014 - 2016, the region accounted
for the highest proportion of overall casualties (25.4%) but was responsible for just
21.7% of all fatalities during the same period. A different pattern was observed for
Ashanti region which recorded 20.2% casualties and 19.3% fatalities. Eastern region
registered different proportions of casualties and fatalities (14.7% vs. 12.2%). For the
other regions, it is clear that most casualties tend to be fatal.
The relative shares of the regions of the total fatalities for the periods 2001, 2014, 2015
and 2016 are displayed in Figure 4. The chart depicts an increase in fatalities in nine
regions for the year 2016 compared to 2015, however only one region recorded
reduction in fatalities.
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1.4Road Users at Risk
From the Table 1.3.2 it could be observed that the pedestrian still continues to be the
road user with the highest risk of death in traffic constituting 39.5% in the year 2016
followed by the Motorcycle users, 20.9%, then Bus occupants, 17.5%. The annual
pedestrian fatality share was below the 40% mark which is encouraging. It is also worthy
to note that there was a reduction of -0.84% in pedestrian fatalities, but a staggering
increase of 59.7% in bus occupant fatalities and 35.3% in motorcycle fatalities. The
safety measures for the Buses and motorcycles appear not to be working and steps
should be taken to reverse the upward trends.
The upward motorcyclist fatality trend in 2016 is worrisome and urgent action is required
to curtain this situation.For example, the proportion of motor-cyclist fatalities in the total
number of road traffic fatalities increased from 2.7% in 2001 to 19.4% in 2014 and now
has increased to 20.9% in 2016.Motorcycle fatalities of 20.9% still strongly come ahead
of fatalities among Bus occupants (17.5%) and car occupants (10.7%), though we have
10 times more cars involved in crashes than motorcycles (see table 1.5).Compared to
2015, motorcycle fatalities in 2016 increased by 35.3% which is unacceptable.
Considering data for the study period from 2001- 2016, motorcyclist fatalities increased
by 893% compared to a reduction of -8.8% for bus occupants. A critical look should be
taken to ascertain the effective role motorcycle taxis (popularly known as Okada) and the
non-use of helmets by both riders and pillion riders may have played in contributing to
the rising trend of motorcyclists fatalities. The existing data should further be
disaggregated to ascertain their impact on the highways, urban roads and low volume
rural roads. The NRSC in collaboration with the police should enforce crash helmet
wearing among motorcycle users.
During the most recent three-year period (2014 -2016), buses (18.5%) were found to be
significantly over-represented in the crash statistics (see Table 1.5) for vehicles involved
in crashes given its share of the national vehicle fleet. However, bus occupants
accounted for 16.0% of fatalities during the period showing the protective nature of the
vehicle when involved in crashes. It is worth noting that between 2015 and 2016,
occupants of buses recorded significant increase in fatalities of 58.9% compared to the
reduction of -28.7% in the previous year’s statistics. Again, fatalities among occupants of
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cars increased by 17.4% between 2015 and 2016 whereas bicycles increased by 15.0%
and pick-ups also significantly increased by 74.1%, though fatalities from HGVs
decreased by -6.6% in 2016 relative to 2015.
In terms of strategy, additional to pedestrian safety improvements, isolating buses and
motorcycles for road safety interventions would be consistent with the recommendation
to give attention to non-urban crashes, as most bus or motorcycle fatalities are recorded
on the trunk roads. Ensuring the use of seat-belts in cars and buses will significantly
save lives of some car and bus occupants. In the case of motorcyclists, the enforcement
in the use of standard crash helmets would be a step in the right direction. A graphical
illustration of the changes in fatalities associated with the different classes of road user is
shown in Figure 5.
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Figure 4: Annual Distribution of Fatalities by Region
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Figure 5: Fatalities by Class of Road User
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Figure 6: Fatalities (%) by Road User Class in Urban Areas (2001-2016)
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Figure 7: Fatalities (%) By Road User Class in Non-Urban Areas (2001-2016)
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1.4.1 Public Transport
Given the continuing high casualties among public transport buses, it is rather urgent
that, in addition to providing speed management measures on trunk roads passing
through settlements, buses should be subjected to operational speed restrictions in the
interest of the travelling public. The very direct link between speed at the time of
collision and injury outcomes does not need to be over-emphasized. In this respect, the
pragmatic steps taken by the NRSC to get speed governors installed in public transport
buses and heavy goods vehicles is laudable and it should be made mandatory in Ghana
to reduce speeds and stem the spate of fatalities on the trunk roads.
Other measures such as ensuring the “crashworthiness” of public transport buses can
also make significant contributions to reducing road fatalities. Merely improving upon
the quality of interior upholstery and securing firmly the seats of public transport buses,
for example, can make a major difference. It is common knowledge that whilst injuries
and fatalities result largely from secondary collisions following the main crash, the
quality of interior upholstery which can lessen the impact of secondary collisions, leaves
much to be desired for most public transport buses in Ghana. In most cases, these
consist of poorly fabricated and exposed metal parts which cause the most human
damage even in the event of a relatively minor impact. A policy of ensuring that only
fairly new and crashworthy buses are used for long-distance transport becomes
imperative.
Driver indiscretions and poor judgment continue to aggravate the toll of road fatalities,
particularly, amongst public transport users. These manifest mainly in reckless
overtaking and leaving disabled vehicles without any advance warning signs on the
roadways. The remedy to this is in better driver training and continuing education on
safe road use practices being pursued alongside a vigorous programme of enforcement
of road traffic regulations.
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As far as the road infrastructure is concerned, a structured and consistent programme
of crash blackspot management is required. It is laudable that the National Road Safety
Commission is working closely with the road agencies to ensure that road safety
auditing carried out by the latter is institutionalized as part of overall traffic safety
management in these agencies. A vigorous blackspot identification and treatment for
the major road corridors by the road agencies is strongly recommended.
1.5 Gender and Sex Profile of Fatalities
Tables 1.3.5 and 1.3.6 display the age and sex distribution respectively of all road traffic
fatalities for the period 1991-2016. Figure 8 illustrates the proportions for each age-
group in the overall changes in traffic fatalities in Ghana.
It is observed from Table 1.3.6 that the overall male fatalities continue to outnumber
their female counterparts by an approximate ratio of 3.7:1 (78.8% vs. 21.2%), for the
period 2014 -2016. Considering the fact that the national population split is slightly in
favour of females, allude to the fact that male fatalities are highly over-represented in
road traffic fatalities.
The 26-35 years age-group also continues to be the modal age group in the fatality
statistics. Perhaps, putting the at-risk age-group and sex together, the picture that
emerges underscores a dominant socio-economic role that is reflected in higher traffic
crash involvement for the male gender in the age-group 26-35 years. Furthermore,
these males are mostly workers who are married and breadwinners.
Generally the casualty statistics displayed in Table 1.4 follow a similar pattern to those
of fatalities in Table 1.3. It is interesting, however, that whereas the proportion of male
fatalities is 13.0% of all male casualties (see Tables 1.3.6 and 1.4.6), that for female
fatalities is about 10.1%. This means that male casualties are more likely to have fatal
outcomes than female casualties.
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Figure 8: Annual Distribution of Fatalities by Road User Age Group
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1.6 Vehicle-Type Involvement in Crashes
The distribution of vehicle types involved in road traffic crashes over the period 1991-
2016 is displayed in Table 1.5. In considering the most recent three-year period from
2014 - 2016, the highest percentage (45.7%) still belongs to cars (including Taxis). The
involvement of Buses, Motorcycle, HGVs and Pick-up utility vehicles also still trail car-
involvement in that order. Of all the vehicle types, it is the HGVs and buses that are over-
represented in their crash involvement relative to their proportion in the overall national
vehicle population mix. But even more worrying is that these classes of vehicle
accounted for higher proportions of involvement in fatal crashes (see Table 3.6).
It was observed that the average involvement of buses in fatal crashes decreased from
30.8% in 2001, to 19.5% in 2015 and remain the same19.5% in 2016. Fatal crashes
involving cars on the other hand decreased from 32.4% in 2001 to 29.7% in 2015 and
reduced again to 28.6% in 2016 and fatal crashes involving HGVs reduced from 18.2%
in 2001 to 16.7% in 2015 and reduced again to 15.7% in 2016.
1.7 Time of Occurrence of Crashes
The month, day and hour of occurrence of road crashes that resulted in injuries or
deaths are shown in Tables 3.7, 3.8 and 3.9 respectively.
Considering the data for 2016, December (11.7%), November (9.8%), and July (9.5%)
were the months which recorded the highest proportions of fatalities. The last two
months of the year accounted for more than one-fifth (21.5%) of road traffic fatalities in
year 2016 compared to 18.8% recorded in year 2015. In particular, in 2016 the month of
December recorded an increase of 35.8% whilst the month of November also recorded
an increase of 28.1% in fatalities over the 2015 figures. The National Road Safety
Commission (NRSC) and other stakeholder institutions need to sustain a downward
trend by intensifying their campaigns during this period. Fatalities for the Easter period
(March/April) recorded an increase of mere 3.0% between 2015 and 2016.
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Saturday stood out as the problem day on which road traffic fatalities are mostly
recorded. For the year 2016, the highest number of road traffic deaths (365; 17.5%)
occurred on Saturday compared with the lowest of 238 (11.4%) on Tuesday.
As far as the hour of occurrence of fatalities is concerned, the period between 6-8 p.m.
registered the peak period (21.9%) in 2016.
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1.9 Conclusions and Recommendations
Conclusions
The national road traffic crash statistics give detailed and useful information that
contributes to better understanding of the road traffic crash situation in Ghana. The data
showed that:
Overall crash statistics in 2016 represents an increase of 15.6% in fatalities but
11.7.0% reduction in crashes over the 2015 figures. Relative to the year 2011, the
2016 figure of 2084 road traffic fatalities means a recorded decrease of -5.2% in
fatalities indicating that the downward trend is non-responsive to the 50% target set
under the UN Decade for Action programme. Frantic, concerted efforts are needed to
keep the downward trend target in line.
Compared to year 2015, eight (8) regions recorded increases in fatal crashes.
Northern region recorded the highest percentage increase of 34.9% fatal crash
followed by Volta region (34.5%), Eastern region (30.4%), Brong Ahafo region (26.1),
Upper East region (20.5%), Ashanti region (11.3%) and then Western region (3.7%),
whilst only two regions recorded reductions in fatal crashes; Greater Accra region (-
22.1%) and Upper West region (-2.5%).
There was an increase in fatalities (12.4%) on the urban roads as well as 17.9%
increase in fatalities on the non-urban road network from year 2015 to year 2016. It
appears the traffic calming measures and other allied safety measures on both the
urban and non-urban sections of the trunk roads in settlement areas are currently not
having a positive effect on safety as expected.
The road user type with the highest share of fatalities continues to be the pedestrian
(39.5%) followed by motorcyclists (20.9%) and then bus occupants (17.5%). Once
again, the pedestrian share of fatalities is below the 40% mark.
Male fatalities in traffic is about 3.7 times those of females and the 26-35 years age-
group continues to be the modal age group in the fatality statistics. Married working
males are the most at risk group in traffic.
The intensified educational campaigns by the NRSC and other stakeholder
institutions during the Christmas festivities and Easter period must be sustained to
reduce fatalities during the periods.
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Recommendations
From the fatality statistics, the target of 1,440 fatalities by the year 2016 under the Road
Safety Strategy III was not met when gauged against the 2,084 fatalities recorded in
2016. More intensified actions are required in some of the regions, particularly in
Ashanti, Greater Accra, Brong Ahafo, Eastern and Central regions, in order to further
reduce road traffic fatalities in the country.
It is also recommended that:
The safety effects of the various types of speed calming measures on the road networks
should be evaluated to establish their cost-effectiveness.
Road safety education, engineering measures and enforcement of traffic laws and
regulations must also be integrated to have maximum effect in reducing the high spate
of crashes on the roads in Ghana.
Enforcement of seat-belt wearing by bus and car occupants, helmet wearing by motor-
cycle riders and their passengers and drunk/drugged driving must be carried out on
sustained basis.
Concerted efforts should be directed at blackspots improvements on the highways,
particularly for the highway sections passing through settlements. Further evaluation
studies should be carried out to establish the extent to which the Nsawam and Nkawkaw
by-passes have improved road safety.
Efforts should also be intensified with road safety inspections and then safety auditing of
all major road projects to ensure that safety is consciously built into the road facilities.
Special attention should be given to pedestrian and motorcyclist safety in Ghana.
Research on risk factors of road traffic crashes is needed to provide useful information
for planning, policy interventions and project appraisals.
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1.0 THE NATIONAL ROAD TRAFFIC CRASH AND
CASUALTY SITUATION
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Table1.1 Changes in National Traffic Fatality Indices
Year All Crashes
All
Casualties Fatalities
Estimated
Population
(X106)
Registered
Vehicles
Fatalities
per 10,000
Vehicles
Fatalities
per 100,000
Population
Fatalities
per 100
Casualties
Fatalities
per 100
Crashes
1991 8370 9693 920 14.821 132051 69.67 6.21 9.5 11.0
1992 6922 10030 914 15.222 137966 66.25 6.00 9.1 13.2
1993 6467 8578 901 15.634 157782 57.10 5.76 10.5 13.9
1994 6584 8488 824 16.056 193198 42.65 5.13 9.7 12.5
1995 8313 10132 1026 16.491 234962 43.67 6.22 10.1 12.3
1996 8488 10952 1049 16.937 297475 35.26 6.19 9.6 12.4
1997 9918 11448 1015 17.395 340913 29.77 5.84 8.9 10.2
1998 10996 13205 1419 17.865 393255 36.08 7.94 10.7 12.9
1999 8763 11439 1237 18.349 458182 27.00 6.74 10.8 14.1
2000 11087 13747 1437 18.845 511063 28.12 7.63 10.5 13.0
2001 11293 14838 1660 19.328 567780 29.24 8.59 11.2 14.7
2002 10715 15077 1665 19.811 613153 27.15 8.40 11.0 15.5
2003 10542 16185 1716 20.508 643824 26.65 8.37 10.6 16.3
2004 12175 18445 2186 21.093 703372 31.08 10.36 11.9 18.0
2005 11320 15813 1779 21.694 767067 23.19 8.20 11.3 15.7
2006 11668 16348 1856 22.294 841314 22.06 8.33 11.4 15.9
2007 12038 16416 2043 22.911 922748 22.14 8.92 12.4 17.0
2008 11214 16455 1938 23.544 942000 20.57 8.23 11.8 17.3
2009 12299 18496 2237 24.196 1030000 21.72 9.25 12.1 18.2
2010 11506 16904 1986 24.865 1122722 17.69 7.99 11.7 17.3
2011 10887 16219 2199 25.099 1225754 17.94 8.76 13.6 20.2
2012 12083 15241 2240 25.510 1532080 14.62 8.78 14.7 18.5
2013 9200 12509 1898 26.004 1708958 11.11 7.30 15.2 20.6
2014 9152 12863 1836 26.505 1885836 9.74 6.93 14.3 20.1
2015 9796 12367 1802 26.942 2062714 8.74 6.69 14.6 18.4
2016 8651 12522 2084 27.424 2256180 9.24 7.60 16.6 24.1
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Table 1.2 National Trends in Traffic Crashes and Casualties a) Crashes
b) Casualties
Year All Crashes Index
Fatal
Crashes Index
Injury
Crashes Index
Damage
Only Index
1991 8370 100.0 724 100.0 4866 100.0 3504 100.0
1992 6922 82.7 717 99.0 4515 92.8 2407 68.7
1993 6467 77.3 704 97.2 4119 84.6 2348 67.0
1994 6584 78.7 632 87.3 4088 84.0 2496 71.2
1995 8313 99.3 813 112.3 4897 100.6 3416 97.5
1996 8488 101.4 830 114.6 4964 102.0 3524 100.6
1997 9918 118.5 864 119.3 5634 115.8 4284 122.3
1998 10996 131.4 1127 155.7 6370 130.9 4626 132.0
1999 8763 104.7 979 135.2 5303 109.0 3460 98.7
2000 11087 132.5 1092 150.8 6429 132.1 4658 132.9
2001 11293 134.9 1257 173.6 6831 140.4 4462 127.3
2002 10715 128.0 1245 172.0 6593 135.5 4122 117.6
2003 10542 125.9 1327 183.3 6849 140.8 3693 105.4
2004 12175 145.5 1600 221.0 7952 163.4 4223 120.5
2005 11320 135.2 1388 191.7 7025 144.4 4295 122.6
2006 11668 139.4 1419 196.0 7137 146.7 4531 129.3
2007 12038 143.8 1622 224.0 7533 154.8 4505 128.6
2008 11214 134.0 1647 227.5 7314 150.3 3900 111.3
2009 12299 146.9 1790 247.2 8188 168.3 4111 117.3
2010 11506 137.5 1686 232.9 7629 156.8 3877 110.6
2011 10886 130.1 1737 239.9 7320 150.4 3566 101.8
2012 12083 144.4 1909 263.7 7770 159.7 4313 123.1
2013 9200 109.9 1568 216.6 6078 124.9 3122 89.1
2014 9152 109.3 1520 209.9 6417 131.9 2735 78.1
2015 9796 117.0 1588 219.3 6521 134.0 3275 93.5
2016 8651 103.4 1708 235.9 6130 126.0 2521 71.9
All 260446 33493 164472 95974
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1.3 TRENDS IN FATALITIES Table 1.3.1 Annual Distribution of Fatalities by Road Environment
Table 1.3.2 Annual Distribution of Fatalities by Road User Class
Year
All
Casualties Index Killed Index
Seriously
Injured Index
Slightly
Injured Index
1991 9693 100.0 920 100.0 3416 100.0 5357 100.0
1992 10030 103.5 914 99.3 3889 113.8 5227 97.6
1993 8578 88.5 901 97.9 2989 87.5 4688 87.5
1994 8488 87.6 824 89.6 2966 86.8 4698 87.7
1995 10132 104.5 1026 111.5 3653 106.9 5453 101.8
1996 10952 113.0 1049 114.0 3815 111.7 6088 113.6
1997 11448 118.1 1015 110.3 3852 112.8 6581 122.8
1998 13205 136.2 1419 154.2 4706 137.8 7080 132.2
1999 11439 118.0 1237 134.5 4221 123.6 5981 111.6
2000 13747 141.8 1437 156.2 5180 151.6 7130 133.1
2001 14838 153.1 1660 180.4 5210 152.5 7968 148.7
2002 15077 155.5 1665 181.0 5741 168.1 7671 143.2
2003 16185 167.0 1716 186.5 5960 174.5 8509 158.8
2004 18445 190.3 2186 237.6 6222 182.1 10037 187.4
2005 15813 163.1 1779 193.4 5138 150.4 8896 166.1
2006 16348 168.7 1856 201.7 5882 172.2 8610 160.7
2007 16416 169.4 2043 222.1 6287 184.0 8086 150.9
2008 16469 169.9 1938 210.7 5809 170.1 8722 162.8
2009 18496 190.8 2237 243.2 6242 182.7 10017 187.0
2010 16904 174.4 1986 215.9 5713 167.2 9205 171.8
2011 16219 167.3 2199 239.0 5663 165.8 8357 156.0
2012 15241 157.2 2240 243.5 5748 168.3 7253 135.4
2013 12509 129.1 1898 206.3 4611 135.0 6000 112.0
2014 12863 132.7 1836 199.6 5153 150.8 5874 109.7
2015 12367 127.6 1802 195.9 4905 143.6 5660 105.7
2016 12522 129.2 2084 226.5 5237 153.3 5201 97.1
All 354424 41867 128208 184349
Urban
Non-
urban Total
1991 266 644 910
1992 317 587 904
1993 299 596 895
1994 287 523 810
1995 438 587 1025
1996 401 647 1048
1997 386 627 1013
1998 519 894 1413
1999 396 840 1236
2000 504 1072 1576
2001 521 1136 1657
2002 512 1149 1661
2003 528 1203 1731
2004 642 1530 2172
2005 573 1210 1783
2006 610 1246 1856
2007 788 1253 2041
2008 605 1333 1938
2009 681 1556 2237
2010 677 1309 1986
2011 668 1531 2199
2012 936 1304 2240
2013 675 1223 1898
2014 662 1174 1836
2015 741 1061 1802
2016 833 1251 2084
Total 14465 27486 41951
% 34.5 65.5 100.0
Road Environment
Year
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Table 1.3.3 Annual Distribution of Urban Fatalities by Road User Class
Table 1.3.4 Annual Distribution of Non-Urban Fatalities by Road User Class
Ped Car HGV/LGV
Bus/Mini
Bus M/cycle Pick-up Cycle Other Total
1991 423 85 106 177 16 45 28 17 897
1992 388 126 83 215 18 23 43 12 908
1993 404 93 118 186 11 29 35 18 894
1994 367 81 91 180 18 41 22 17 817
1995 488 95 87 232 21 34 40 19 1016
1996 461 115 130 197 15 47 44 32 1041
1997 491 107 111 181 28 48 30 10 1006
1998 630 137 150 328 29 55 63 24 1416
1999 528 142 111 281 35 50 60 10 1217
2000 662 207 189 314 42 72 62 13 1561
2001 757 182 146 399 44 41 59 31 1659
2002 681 202 171 421 48 57 69 16 1665
2003 724 218 228 341 53 47 91 16 1718
2004 869 246 235 556 100 53 100 14 2173
2005 733 242 200 317 109 76 92 13 1782
2006 770 206 270 382 94 34 84 16 1856
2007 880 212 213 414 182 36 85 16 2038
2008 855 274 184 282 170 45 111 13 1934
2009 938 283 193 466 192 53 92 20 2237
2010 853 271 159 325 210 55 91 22 1986
2011 898 251 168 427 313 46 80 16 2199
2012 930 247 182 432 325 38 78 8 2240
2013 726 218 174 329 323 29 55 44 1898
2014 712 191 113 321 356 27 81 35 1836
2015 831 189 106 229 323 27 60 37 1802
2016 824 222 99 364 437 47 69 22 2084
Total 17823 4842 4017 8296 3512 1155 1724 511 41880
% 42.6 11.6 9.6 19.8 8.4 2.8 4.1 1.2 100.0
Year
Road User Class
Ped Car HGV
Bus/Mini
Bus M/cycle Pick-up Cycle Other Total
1991 195 17 21 10 5 7 10 1 266
1992 217 17 12 32 7 9 20 1 315
1993 192 25 13 39 7 4 12 4 296
1994 195 15 11 36 11 5 10 3 286
1995 287 34 16 43 11 11 24 6 432
1996 249 45 24 38 11 10 16 6 399
1997 253 35 27 21 16 12 11 4 379
1998 349 34 27 52 14 14 28 5 523
1999 249 27 12 37 22 18 28 1 394
2000 310 64 23 38 19 16 26 3 499
2001 339 49 26 54 23 6 19 5 521
2002 306 50 31 51 27 20 21 6 512
2003 326 55 35 50 19 11 26 4 526
2004 359 68 34 75 57 11 35 3 642
2005 292 57 34 74 59 16 35 5 572
2006 348 59 46 68 47 7 31 4 610
2007 441 62 48 92 91 12 39 2 787
2008 357 77 18 34 67 6 43 3 605
2009 406 81 26 57 68 12 31 0 681
2010 372 83 38 48 88 7 38 3 677
2011 383 40 36 65 103 12 21 8 668
2012 508 58 24 121 141 7 37 5 901
2013 354 70 41 48 125 5 25 7 675
2014 366 54 17 39 134 8 37 7 662
2015 454 52 24 34 131 4 29 10 738
2016 391 73 31 138 154 18 24 4 833
Total 8498 1301 695 1394 1457 268 676 110 14399
% 59.0 9.0 4.8 9.7 10.1 1.9 4.7 0.8 100.0
Year
Road User Class
Road Traffic Crashes in Ghana Statistics 2016
CSIR – Building and Road Research Institute 33
Table 1.3.5 Annual Distribution of Fatalities by Age Group
Table 1.3.6 Annual Distribution of Fatalities by Sex
Ped Car HGV
Bus/Mini
Bus M/cycle Pick-up Cycle Other Total
1991 224 66 85 164 11 37 18 17 622
1992 169 109 71 176 10 14 23 11 583
1993 208 68 105 145 4 25 23 14 592
1994 171 66 78 133 7 36 12 14 517
1995 201 61 71 189 9 23 16 13 583
1996 212 69 106 159 4 37 28 26 641
1997 237 72 84 160 12 36 18 6 625
1998 281 103 123 276 15 41 35 19 893
1999 278 115 99 244 13 32 32 9 822
2000 351 143 166 276 23 56 35 10 1060
2001 416 133 120 345 21 35 39 26 1135
2002 375 152 139 368 21 37 48 9 1149
2003 395 163 193 291 34 36 65 12 1189
2004 510 178 201 481 42 42 65 11 1530
2005 440 185 166 243 50 60 57 8 1209
2006 421 147 224 314 47 27 53 12 1245
2007 437 150 165 322 91 24 46 13 1248
2008 498 197 166 248 103 39 68 10 1329
2009 532 202 167 409 124 41 61 20 1556
2010 481 188 121 277 122 48 53 19 1309
2011 515 211 132 362 210 34 59 8 1531
2012 496 161 132 280 186 29 38 27 1349
2013 372 148 133 281 198 24 30 37 1223
2014 346 137 96 282 222 19 44 28 1174
2015 377 137 82 194 192 23 31 27 1063
2016 433 149 68 226 283 29 45 18 1251
Total 9376 3510 3293 6845 2054 884 1042 424 27428
% 34.2 12.8 12.0 25.0 7.5 3.2 3.8 1.5 100.0
Year
Road User Class
0-5 6-15 16-25 26-35 36-45 46-55 56-65 Over 65 Total
1991 65 136 109 138 102 54 34 23 661
1992 50 112 89 172 91 58 55 27 654
1993 49 121 101 134 83 64 44 22 618
1994 50 113 98 124 90 45 42 24 586
1995 60 139 128 152 112 61 48 38 738
1996 67 139 134 160 109 61 70 30 770
1997 44 134 137 188 112 70 47 42 774
1998 58 153 175 224 146 95 61 47 959
1999 63 161 160 203 170 85 77 50 969
2000 72 188 233 301 196 117 62 49 1218
2001 80 179 259 298 282 137 105 65 1405
2002 85 200 230 337 237 149 96 76 1410
2003 113 203 264 359 241 122 99 61 1462
2004 116 272 357 444 280 191 132 83 1875
2005 120 184 276 375 273 138 101 82 1549
2006 124 201 260 363 266 146 108 69 1537
2007 109 214 369 579 379 191 120 81 2042
2008 136 218 310 528 329 177 138 102 1938
2009 130 250 388 609 383 222 141 109 2232
2010 136 217 269 577 379 184 129 95 1986
2011 126 212 365 658 400 209 126 103 2199
2012 113 170 335 661 441 236 159 106 2221
2013 97 148 315 531 359 188 149 110 1897
2014 102 138 353 505 323 194 121 100 1836
2015 113 137 305 476 364 185 114 108 1802
2016 115 167 332 564 390 239 162 115 2084
Total 2393 4506 6351 9660 6537 3618 2540 1817 37422
% 6.4 12.0 17.0 25.8 17.5 9.7 6.8 4.9 100.0
Year
Age Group
Road Traffic Crashes in Ghana Statistics 2016
CSIR – Building and Road Research Institute 34
1.4: TRENDS IN CASUALTIES Table 1.4.1: Annual Distribution of Casualties by Road User Class
Table 1.4.2: Annual Distribution of Urban Casualties by Road User Class
Male Female Total
1991 642 273 915
1992 647 253 900
1993 662 210 872
1994 616 196 812
1995 708 290 998
1996 744 280 1024
1997 728 273 1001
1998 1013 381 1394
1999 887 315 1202
2000 1091 441 1532
2001 1193 441 1634
2002 1175 480 1655
2003 1280 437 1717
2004 1568 587 2155
2005 1292 463 1755
2006 1348 492 1840
2007 1554 489 2043
2008 1448 490 1938
2009 1655 582 2237
2010 1511 475 1986
2011 1695 504 2199
2012 1729 511 2240
2013 1449 449 1898
2014 1454 382 1836
2015 1418 384 1802
2016 1635 449 2084
Total 31142 10527 41669
% 74.7 25.3 100.0
Sex
Year
Ped Car HGV/LGV
Bus/Mini
Bus M/cycle Pick-up Cycle Other Total
1991 2673 1937 865 2706 258 683 286 89 9497
1992 2359 2009 696 3554 229 648 310 54 9859
1993 2210 1718 612 2922 239 401 283 62 8447
1994 2193 1683 579 2913 221 472 249 78 8388
1995 2754 1828 758 3557 242 488 303 64 9994
1996 2869 1826 1002 2858 277 587 298 116 9833
1997 3060 2019 719 4163 338 614 328 82 11323
1998 3407 2138 893 4925 405 842 394 98 13102
1999 2693 1940 849 4544 378 542 341 73 11360
2000 3627 2886 1121 5200 456 754 394 75 14513
2001 3656 2965 1105 5488 446 553 416 162 14791
2002 3438 2985 1250 5998 428 511 403 62 15075
2003 3508 3092 1563 6485 549 501 451 98 16247
2004 4015 3399 1662 7305 785 572 521 93 18352
2005 3623 2921 1311 6126 704 603 455 70 15813
2006 3887 2849 1585 6172 713 518 468 157 16349
2007 3939 3125 1287 5989 987 567 424 75 16393
2008 3634 3262 1771 5551 1135 606 416 67 16442
2009 4056 3899 1440 6756 1247 668 344 70 18480
2010 3707 3630 1369 5777 1345 695 299 82 16904
2011 3346 3522 1204 5594 1573 623 280 77 16219
2012 3586 3072 1108 4931 1749 461 285 49 15241
2013 2546 2829 1027 3629 1648 397 216 217 12509
2014 2761 2594 731 3996 1837 426 248 270 12863
2015 3016 2573 752 3342 1833 483 200 168 12367
2016 2701 2473 683 3757 2066 505 214 123 12522
Total 83264 69174 27942 124238 22088 14720 8826 2631 352883
% 23.6 19.6 7.9 35.2 6.3 4.2 2.5 0.7 100.0
Year
Road User Class
Road Traffic Crashes in Ghana Statistics 2016
CSIR – Building and Road Research Institute 35
Table 1.4.3: Annual Distribution of Non-Urban Casualties by Road User Class
Table 1.4.4: Annual Distribution of Casualties by Age Group
Ped Car HGV
Bus/Mini
Bus M/cycle Pick-up Cycle Other Total
1991 1936 767 150 451 182 170 181 27 3864
1992 1692 743 178 758 170 190 195 16 3942
1993 1488 681 124 560 171 103 173 19 3319
1994 1536 781 104 657 170 135 164 22 3569
1995 2087 919 182 1076 191 196 223 29 4903
1996 2166 940 227 1048 212 177 197 32 4999
1997 2260 976 171 1024 244 180 222 36 5113
1998 2527 986 205 1210 306 186 265 27 5712
1999 1836 852 157 1057 280 137 200 23 4542
2000 2539 1230 274 1162 331 186 277 30 6029
2001 2397 1316 182 1406 332 154 275 46 6108
2002 2359 1433 273 1574 316 170 246 24 6395
2003 2318 1269 332 1467 392 195 264 40 6277
2004 2567 1442 223 1628 573 163 291 34 6921
2005 2330 1243 330 1571 493 140 270 23 6400
2006 2548 1393 384 1769 506 154 260 54 7068
2007 2681 1660 333 1756 681 183 297 16 7607
2008 2174 1389 349 1348 687 143 225 29 6344
2009 2481 1847 338 1703 739 237 170 18 7533
2010 2340 1736 314 1533 828 245 171 26 7193
2011 1978 1519 295 1481 798 206 116 33 6426
2012 2370 1552 232 1864 1022 161 162 82 7445
2013 1624 1378 267 985 917 152 117 58 5498
2014 1781 1286 175 1224 1002 160 132 89 5849
2015 2027 1275 226 1103 1051 156 121 49 6008
2016 1621 1181 209 1245 1110 197 115 32 5710
Total 55663 31794 6234 32660 13704 4476 5329 914 150774
% 36.9 21.1 4.1 21.7 9.1 3.0 3.5 0.6 100.0
Year
Road User Class
Ped Car HGV
Bus/Mini
Bus M/cycle Pick-up Cycle Other Total
1991 726 1157 709 2129 75 497 105 62 5460
1992 661 1256 517 2627 57 444 114 37 5713
1993 714 1030 482 2279 65 295 109 43 5017
1994 651 897 468 2173 50 337 84 56 4716
1995 664 906 576 2390 50 290 80 35 4991
1996 701 882 768 2766 63 410 101 84 5775
1997 793 1043 548 3115 94 423 105 46 6167
1998 878 1151 688 3715 99 656 129 71 7387
1999 854 1083 692 3474 98 405 140 50 6796
2000 1087 1653 847 4026 125 568 116 45 8467
2001 1253 1642 923 4080 114 395 139 116 8662
2002 1077 1552 974 4410 111 340 157 34 8655
2003 1184 1823 1231 5018 157 306 187 58 9964
2004 1446 1955 1436 5677 210 409 230 60 11423
2005 1292 1678 981 4555 209 463 185 47 9410
2006 1338 1456 1201 4403 207 364 207 103 9279
2007 1255 1465 954 4233 306 384 127 59 8783
2008 1460 1873 1422 4203 448 463 191 38 10098
2009 1575 2052 1102 5053 508 431 174 52 10947
2010 1367 1894 1055 4244 517 450 128 56 9711
2011 1368 2003 909 4113 775 417 164 44 9793
2012 1122 1565 610 2918 741 269 103 181 7509
2013 922 1451 760 2644 731 245 99 159 7011
2014 980 1308 556 2772 837 266 116 179 7014
2015 989 1298 526 2231 782 327 78 117 6348
2016 1080 1292 474 2512 956 308 99 91 6812
Total 27437 37365 21409 91760 8385 10162 3467 1923 201908
% 13.6 18.5 10.6 45.4 4.2 5.0 1.7 1.0 100.0
Year
Road User Class
Road Traffic Crashes in Ghana Statistics 2016
CSIR – Building and Road Research Institute 36
Table 1.4.5 Annual Distribution of Casualties By Road Environment
Table 1.4.6 Annual Distribution of Casualties by Sex
0-5 6-15 16-25 26-35 36-45 46-55 56-65 Over 65 Total
1991 238 844 1796 2266 1248 735 313 141 7581
1992 207 838 1817 2396 1420 742 340 127 7887
1993 230 764 1568 2033 1264 643 300 138 6940
1994 194 762 1493 2001 1310 629 312 125 6826
1995 233 819 1814 2303 1572 769 357 170 8037
1996 247 885 1932 2423 1575 705 412 172 8351
1997 210 910 2114 2740 1666 811 395 194 9040
1998 222 1010 2469 3020 1929 1013 535 227 10425
1999 190 832 1947 2784 1750 826 414 187 8930
2000 284 1050 2680 3429 2161 1072 561 246 11483
2001 298 1098 2831 3696 2422 1088 579 267 12279
2002 318 1114 2728 3595 2376 1217 526 280 12154
2003 403 1120 2831 3794 2486 1237 611 314 12796
2004 422 1198 3078 4123 2554 1442 635 320 13772
2005 453 1040 2508 3480 2158 1135 515 301 11590
2006 429 1068 2651 3533 2209 1163 556 317 11926
2007 383 1311 3553 5520 3212 1484 626 321 16410
2008 535 1269 3591 5655 3066 1355 623 360 16454
2009 531 1362 3633 6470 3521 1734 759 355 18365
2010 525 1179 3379 5874 3311 1583 692 361 16904
2011 402 1058 3088 5728 3409 1583 619 332 16219
2012 354 959 2844 5119 3194 1570 780 328 15148
2013 311 677 2487 4402 2521 1189 621 295 12503
2014 354 825 2587 4198 2711 1286 596 306 12863
2015 358 770 2367 3986 2674 1216 657 339 12367
2016 351 750 2429 3875 2738 1386 667 326 12522
Total 8682 25512 66215 98443 60457 29613 14001 6849 309772
% 2.8 8.2 21.4 31.8 19.5 9.6 4.5 2.2 100.0
Year
Age Group
Road Traffic Crashes in Ghana Statistics 2016
CSIR – Building and Road Research Institute 37
Table 1.5: Vehicle Type Involved in Crashes
Urban
Non-
urban Total Male Female Total
1991 4007 5618 9625 1991 6306 3056 9362
1992 4144 5804 9948 1992 6431 3125 9556
1993 3415 5096 8511 1993 5674 2631 8305
1994 3645 4770 8415 1994 5454 2636 8090
1995 5025 5072 10097 1995 6418 3186 9604
1996 5095 5835 10930 1996 7017 3201 10218
1997 5208 6220 11428 1997 7279 3456 10735
1998 5774 7424 13198 1998 8605 3890 12495
1999 4594 6835 11429 1999 7513 3100 10613
2000 6135 8515 14650 2000 9413 4245 13658
2001 6133 8679 14812 2001 9776 4314 14090
2002 6395 8655 15050 2002 9853 4750 14603
2003 6302 10006 16308 2003 10509 4965 15474
2004 6921 11423 18344 2004 12145 5410 17555
2005 6409 9425 15834 2005 10266 4569 14835
2006 7074 9284 16358 2006 10620 4907 15527
2007 7611 8802 16413 2007 11394 5021 16415
2008 6354 10115 16469 2008 11280 5198 16478
2009 7535 10961 18496 2009 12724 5763 18487
2010 7193 9711 16904 2010 11806 5098 16904
2011 6426 9793 16219 2011 11573 4646 16219
2012 6512 6445 12957 2012 11104 4137 15241
2013 5498 7011 12509 2013 9085 3424 12509
2014 5849 7014 12863 2014 9465 3398 12863
2015 6023 6344 12367 2015 9133 3234 12367
2016 5710 6812 12522 2016 9269 3253 12522
Total 150987 201669 352656 Total 240112 104613 344725
% 42.8 57.2 100.0 % 69.7 30.3 100.0
Year
Road Environment
Year
Sex
Car HGV
Bus/Mini
Bus M/cycle Pick-up Bicycle Other Total
1991 6544 1283 288 311 795 442 134 9797
1992 4921 1081 2381 258 731 402 113 9887
1993 4721 976 2356 279 637 359 114 9442
1994 4728 1116 2585 260 708 305 115 9817
1995 6410 1440 3145 288 929 359 123 12694
1996 6485 1418 3419 337 1004 358 157 13178
1997 7258 1741 4291 435 1154 388 152 15419
1998 8011 1772 4839 470 1335 491 178 17096
1999 6146 1522 3708 436 1046 426 165 13449
2000 9270 1853 4705 539 1208 498 225 18298
2001 8852 1740 4607 518 1175 470 262 17624
2002 8314 2089 4312 469 1082 478 114 16858
2003 7696 2193 4326 616 986 562 154 16533
2004 8904 2598 4849 792 1172 613 163 19091
2005 8277 2283 4410 860 1181 562 153 17726
2006 8391 2636 4696 828 1137 559 403 18650
2007 8809 2610 4777 1063 1267 487 128 19141
2008 7932 2648 4305 1210 1145 449 239 17928
2009 9145 2662 4772 1345 1334 373 232 19863
2010 8680 2508 4192 1377 1270 322 235 18584
2011 8172 2491 3692 1641 1160 288 253 17697
2012 8983 2697 3991 1838 1229 302 258 19298
2013 7210 1787 2760 1654 887 227 525 15050
2014 6860 1716 2800 1853 889 264 513 14895
2015 7515 1878 2893 1928 1058 204 469 15945
2016 6153 1825 2625 1976 933 225 305 14042
Total 194387 50563 95724 23581 27452 10413 5882 408002
% 47.6 12.4 23.5 5.8 6.7 2.6 1.4 100.0
Year
Vehicle Type in Accidents